Fuel-supply means for combustion engines



' March 15 1927., v

' J. GOOD FUEL SUPPLY xvmANsv FOR coMBUsTloN ENGINES Filed Nov. 16, 1916 .2 Sheets-Sheet ILv 114451411 rnv.

March 15 1927.

J. GOOD FUEL SUPPLY MEANS FOR COMBUSTION ENGINES Filed Nov. 16, 1916 2 Sheets-SheetZ @y mf 1551* @Hoz Q13 I Patented Mar. 15, 1927.

AUNITED STATES JOHN GOOD, OF BROOKLYN, NEW YORK, ASSIGNOR TO GOOD INVENTION-S CO., OF

1,520,645 PATENT oFFlcla..

BROOKLYN, NEW YORK, A CORPORATION OF NEW YORK.

FEL-SUPPLY MEANS FOR COMBUSTION ENGINES.

Application led November 16, 1916K' Serial No. 131,613.

The inventions object is to supply the charge mixture to combustion engines using kerosene or other relatively non-volatile fuels in such manner as to maintain automatically, the appropriate temperatures and physical condition of the entering mixture and a sufficient degree of vaporization of the liquid fuel to avoid fouling the interior of the engine or the charge forming apparatus under all. conditions incident to the use of such engines for propelling automobiles. e

In the accompanying drawings forming part hereof Fig. l represents a general vertical section, with parts in elevation, of a form of this invention at present preferred;

Fig. 2 a section of the intake and exhaust manifolds of the engine on which it is used and such as would appear in section on line II--II of Fig. l;

Fig. 3 is a view partly online III-III of Fig. l, with the heating burner and measuring apparatus broken away and omitting the throttle levers.

Fig. L is a partial side elevation illustrating the double-throttle control.

Fig. 5 and Fig. 6 are similar views showing the throttles in different positions.

Fig. 7 is a detail illustrating the by-pass from the fioat-chamber to the engine.

Fig. 8 is a section similar to Fig. 1 but illustrating a modified form of the invention.

Fig. 9 is a top plan view. v

Referring first to Fig. 2, the parts marked 1 represent the exhaust ports of an ordinary multi-cylinder engine such as common in automobiles and the parts marked 2 are the intake ports, being connected to and supplied with fuel mixture by an intake manifold 3 connected by the elbow 4 with the apparatus in which the proportions of liquid fuel and rair are automatically governed. This proportioning device includes a casing 5 and together with the connection 4 and the manifold 3 constitutes the suction intake of the engine.` The exhaust ports discharge into an exhaust manifold 18 designed to accommodate the vaporizer tube as presently described and such discharge is led off through an off-take 89. 'Air enters 'the suction intake, under the inspiration of the working pistons, at' the lower end of the l upper end of the spindle, the body 6 moves a device 11 to different elevations corresponding to its own position. In the present case this device has the form of a tapered pin protruding more or less into a restricted orifice 12 between the float chamber 13 and 'a liquid delivery passage or duct 14, and the extent of its protrusion thus corresponds to the volume of air entering the intake, and thereby serves to measure* the flow of liquidvin a predetermined, and desirably constant ratio to the infiow of air. The pin may be assumed to have a straight taper and the seating surface 7 to be specially curved so that for all values of air How the ,rate of liquid delivery as controlled by the pin will maintain an exactly constant proportion of fuel and air in the ultimate charge ture without disturbing the uniformity thusA obtained. It will be understood that although the control body is shown as closed by gravity, there is no essential limitation to gravity action; obviously, the operating characteristic of the force moving the control body is one of the factors determining the curvature of the seat 7 to maintain correct proportions of liquid and air for all rates of flow.

Some of the air 6 flows through the internal opening 15 into the space 15n in rear of and surrounding the cross arm 10, where it meets the liquid delivered from l'the nozzle orifice 14 of the duct 14 (Fig. 3). The liquid fuel is drawn from the said nozzle by virtue of the depression or partial vacuum obtaining in the suction intake between the air entrance and the engine,-a constant vacuum in the present case because the control passing the control body body 6 is gravity seated. The pressure in the float chamber 18 is assumed to be atmospheric although it might be otherwise. The liquid fuel from the nozzle 14a is discharged into the funnel-shaped entrance of a pipe 16 which conductsvit with air from the space 15a through a heating jacket 17 and thence through the interior of the exhaust manifold 18, making one or more turns therein (Fig. 2) and thence again through the heating jacket 17, and directly into the suction manifold 3, entering the -latter preferably at a central point midway between inlet ports as indicated in Fig. 2. That part of the air entering at 7, which does not take the course just described, flows into the horn 19 in the proportioning device `and through the connection 4: of the intake. Between the air entrance and the engine, there are thus two passages in parallel or branched relation, the one represented by the fuel and air pipe 16 and the othen by the parts 19 and 4 which latter branch conducts air only and no fuel. Each assage forms part of the suction intake of) the engine and each is supplied with a throttle, and both throttles are correlated for operation conjointly or in a predetermined sequence whereby the flow through the fuel and air pipe 16 is maintained at the requisite velocity for effective and clean vaporization under all conditions, especially the y idling condition.

The throttle 20 in the fuel branch 16, is normally urged to the open position by a spring connected to its operating crank as indicated, and is closed by the engagement of a small pin on the swinging arm 21 with the lower edge of said crank. The control rod 23 is connected to the arm 21, and by a link 24, to the air-branch throttle 22 with which it has a slot connection giving a certain lost motion. The air throttle 22 is closed by a spring and the adjustments are such that when the control rod 23 is pulled downwards, the iirst effect is to turn the fuel throttle away from its closed (Fig. 5) position without thereby opening the air throttle because of the lost motion of the link. (Fig. LL) The continued descent of the control rod will thereafter continue the opening of the air throttle but without fur- Fig. 5.- In sizethe fuel-and-air passagel'i Vis so. large in diameter or cross area (as @compared .to the size of the air passage 194 and the freedom of the air flow therethrough), that a sutcient flow of air is produced yin the fuel and air passage to convey the fuel when the air-throttle 22 'is wide open. In all adjustments of the throttles 20 and 22, therefore, a vigorous fuel-delivery air flow is maintained throughout pipe 16. That is to saya vigorous flow is maintained or arranged for` through this passage 16, regardless of'the freedom of flow in the air passage 19-4, by a suitable relative proportioning of the air-flow passage 19-4 and the fuel-'and-air passage 16. In this respect, the present invention differs from my Patent 1,405,777, F eby. 7. 1922, wherein special means are provided to restrict the air-flow passage to insure a flow through the fuel-and-air passage. The Vlarger capacity of the fuel branch admits a larger proportion ofthe air charged, Vand thereby facilitates the vaporization of the liquid fuel and its kdelivery to the intake heater in vaporous form. To the same end, the throttles may be interconnected in other manners and without involving the lost motion feature; such another interconnection is described hereinafter with reference to Figs. 8 and 9. In the apparatus shown in Figs. 1 to 3, it is intended that all of the air component of the fuel charge, up to a certain point, shall pass through the fuel branch passage 16 which issubjected to heat either in the heating jacket 17 or the exhaust manifold 18 or both, and after 'such point, that the excess shall pass withly closed so that only sufficient liquid fuel' and air will pass therethrough as will bc sufficient to keep the engine turning over. Under such conditions the whole engine charge will of course be transmitted to the engine through the pipe 16.`

The jacket 17 in the case illustrated is merely a casing or enclosure between the proportioner 5 and the exhaust header and will be understood to be for use primarily in starting the engine cold on the non-volatile fuel although it might also be yused at other times. For this purpose it is connected at one'end to a burner 25 and at the` other end to an exhaust 'pipe 26. Theburnf er includes a fuel spray nozzle 51 using i the engine fuel, yanda spark igniter 52, andy is supplied with air under apressure difference and so arranged that the flame may becarried through the casing 17 and exhaust pipe 26 to preheat and vaporize the initial lcharge mixture. My Patentl No.` 1,231,152, June 26, 1917, shows and describes such a burner` in detail. Any other heating.

agent may be employed, for instance, electricity. lVhen not used for heating, the casing serves as heat insulation to the pipe 16.

While the said ipe 16 is illustratedI here! in as a tube witli a fairly thin lwall and uniform diameter it is nevertheless to be understood thatfit 'may assume. any desired shape thought best for vaporization. In the' form of the apparatus above described the charge mixture Yissu-ing into the inlet header 3 from pipe 16 is a dry and completely vaporized gaseous mixture for so long as the air throttle remains closed. Such a mixture will burn clean in the engine with none of the objections commonly found in kerosene engines. Upon the yadmission of cold air into the manifold fromthe branch passage 19 this dry mixture becoming slightly chilledzthereby, is converted in whole or inA -part into aline fog-like mist which is also capable of burning cleanly and satisfactorily in the engine. In 'both cases the liquid `kerosene is kept out of the engine in the vform 'of large particles or liquid films, which condition it is most essential to avoid.

In Figs. 8 and 9 the general construction will be recognized without Ifurther descrip. tion. It will be noted however, that the vthrottles 2O and 22 are tied together by a link, so that they move together and open and close together, without the 7Vlost motion feature of the preceding figures. In the same manner as before, however, assisted or not, as may be, by the relation =of the two throttle openings to each.` other, vigorous .flow is always present in the ipe 16 and the twovstreams of vaporized uel and al1" meeting at the point marked. 28, and in the manifold 30, immediately form the fog above referred to and whlch serves the enthe manifold as adry mixture.

A Thisfog mixture, as I have ascertained; requires large and commodious passages 1n which to move to the engine without precipitation and the manifold 30 is shown large on that account and also water jacketed to avoid becoming excessively hot on long runs. ,The water jacket will be. understoodto form part of the cylinder cooling system` tllrough connections not shown. The heated Avaporlzed mixture from pipe 16 is desirably led directly into the air How to insure mixture and at eter than that ofv the inlet ports they serve` and in no case ;do theyconstitute a space Y in which the velocity ofthe charge mixstems, etc.

ture is appreciably reduced. The'manifold requisite, for the purposes of the chilled fog, or fog produced by chilling a dry-hot gaseousmixture, however, requires to be much larger, as abovestated, and such large manifold "in conjunction with fog forming agencies I regard as an important part ofmy inventio The detail .shown in Fig. 7 illustrates an adjustable by-pass from the liquid float chamber 13 to the liquid -dicharge orifice 14 which has been above described. This bypass is controlled by a needle valve 31 in the restricted outlet 32 from the float chamber. The liquid passing the needle valve may flow upwardly through the duct 33 into the liquid delivery "duct 14 and thence to the nozzle 14a. A suiiicient normal flow maybe permitted throughthis pass to compensate for such air as may find its way into the engine cylinder without passing under and by the control body 6 as for instance suchv air as leaks into the engine by the valve Claims:

v1. The combination with an internal combustion engine and an exhaust passage therefrom, of a plurality of branch or parallel intake passages having a common outlet to the engine and a common air entrance, a source of liquid fuel .having an outlet into oneof said passages, an air actuated control body located in said common entrance'whereby it is actuated by thetotalair flow to the engine, means controlled by the actuation of said body forcontrolling the delivery of fuel from said fuel outlet and a manually operated throttle in each passage through the, joint'actuation of which the engine is controlled, said branch-.passage into which the fuel is delivered being of such size or ca.,- pacity that the engine suction may. maintain an air lowtherethrough suiiicient to maintal contained in said exhaust passage whereby fuel therein isvaporized by the engine ex: haust heat.

2. The combination with an internal comthe delivery of fuel to the engine re- ,gardfesa of the freedomV of flow in the remainder of the branch passages and being bustion engine and an exhaust passage therefrom, of two branch or parallel intake passageshaving a common outlet to the engine and a common air entrance, a source of liquid fuel'having an outlet into one of said passages, an air actuated control body located in said common entrance whereby it izo is actuated by the air flow of both intakev passages, means contrglled by the actuation motion connection whereby'the throttle in 5 ing contained in said exhaust I i gine,' saidV passages being so proportioned fsaid fuel passage opensahead of the throttlev ydom of flow in the other branch passage.

3. A carburetor for` combustion engines comprising means providing an air entrance space, exhaust gas heated 'and unheated passages leading the air therefrom fa-nd together conducting the total air supplyN to the enrelatively to each other that a fuel delivery flow of air can be maintained in a heated passage regardless of the freedom ofilow in 'the unheated of the passages, throttle means intercepting andv controlling said total air supply, and a constant\level -.fuel receptacle having a discharge orifice operated by the engine suction thereon and delivering the fuel in substantially direct proportion to the lair takenin through said entrance space, sai vheated passage being arranged for receiving vand 'vaporizing liquid fuel in the E presencev of such air flow. u, J 4. A carburetor comprising a passage for air only and a vsecond passage for both fuel and air, the two passages joining in advance of the engine `intake `port and said second.

` passage beinglarge enough to cause a fuel- 35p delivering flow tobe maintained therein ir- 1 respective of the freedom of flow in the first mentioned passage, a fuel orifice delivering fuel intoasaid second assage under the ent Agine suction, and un er the control of `the 40. total air iow through both said passages means for heating saidsecond passage,-an

f 5.' A carburetor comprising an air lproportionedrelative to each other that a throttle'means -intercepting and controlling v said total air supply. l

passage and a secondpassage for both fuel and air, the two passages joining in advance of the engine ports, a fuel -orifice opening into said second. passage and delivering fuel thereto under the engineJ suction and .proportional to the total airflow in both said passages, means for heating theI fuel and air. passage, and ani engine controlling throttlev in each of said passages connected for conjoint operation, the fuel and air'passage being large enough to cause a fuel-delivering .airflow to be maintained therethrough irrespective of the freedom of flow inthe other air conduct-ing passages.

6. A carburetor for combustion engines comprising a suction intake having air addelivery and two confluent passages receiving air passing said admission means and joining in advance of the .engine intake port to form a single passage, a fuel orifice deliveringfuel into" one of said passages under the engine suction' and in, amounts controlled by said air admission means, means forvheating said passage receiving the liquid fuel, and a throttle in each of ,said passages conjointly acting to control the air and fuel-iiow, the .fuel-receiving passage supplying. all the aii as Well as the fuel when the engine is idlingand said confluent passages being so fuel-delivering air flow can be maintained in the passage neceivingthefuel regardless f the position 4of the throttle in the other of saidu passages.'

specification.

.ionsy secon;A

a mission means adapted to control liquid fuel In testimony whereof, I havesignedthisw- 

